Transportation – AFSCME Information Highwayhttp://www.afscmeinfocenter.org
Resources brought to you by the library at the American Federation of State, County, & Municipal EmployeesThu, 17 Aug 2017 17:52:23 +0000en-UShourly1https://wordpress.org/?v=4.7.5124494356Spotlight: Building Americahttp://www.afscmeinfocenter.org/blog/2017/08/spotlight-building-america.htm
Mon, 07 Aug 2017 20:31:55 +0000http://www.afscmeinfocenter.org/?p=42783Source: Capitol Ideas, Vol. 60 no. 3, May/June 2017 Articles include: Bridging Partnerships: How Four States Found Funds to Build By Sean Slone In February 2016, Rhode Island Gov. Gina Raimondo signed into law a plan to spend $4.8 billion on state infrastructure over the next 10 years. RhodeWorks, as the plan is known, received […]

In February 2016, Rhode Island Gov. Gina Raimondo signed into law a plan to spend $4.8 billion on state infrastructure over the next 10 years. RhodeWorks, as the plan is known, received significant attention for including a new funding mechanism—tolls on heavy commercial trucks—and a focus on bringing the state’s aging bridges up to snuff.

If the recent pattern holds, 2017 could end up being a big year for state transportation funding efforts. In 2013, six states approved major transportation packages. In 2015, eight states followed suit. The intervening even-numbered years saw less activity, perhaps owing to shorter legislative sessions in some states and re-election concerns. But transportation policy analysts are confident this year won’t buck the odd-number year trend for a simple reason: It’s time.

President Donald Trump’s promise to spend $1 trillion on infrastructure has raised the nation’s awareness about infrastructure needs in all 50 states. Above and beyond the desire or need for infrastructure additions, it’s clear that the crumbling and aging bridges, roads, water pipes and buildings currently in place need attention. The American Society of Civil Engineers recently graded the nation’s infrastructure at a D+; the same as it was the previous year.

]]>42783How Driverless Cars Could Be a Big Problem for Citieshttp://www.afscmeinfocenter.org/blog/2017/08/driverless-cars-big-problem-cities.htm
Thu, 03 Aug 2017 18:50:52 +0000http://www.afscmeinfocenter.org/?p=42761Source: Mike Maciag, Governing, August 2017 The technology could signal the beginning of the end of parking tickets and other revenue sources. Some cities’ budgets could take a big hit.

]]>42761Much ado about nothing? – A meta-analysis of the relationship between infrastructure and economic growthhttp://www.afscmeinfocenter.org/blog/2017/06/much-ado-about-nothing-a-meta-analysis-of-the-relationship-between-infrastructure-and-economic-growth.htm
Tue, 27 Jun 2017 20:09:47 +0000http://www.afscmeinfocenter.org/?p=42478Source: Johan Holmgren, Axel Merkel, Research in Transportation Economics, In Press – Corrected Proof, Available online 10 May 2017 (subscription required) From the abstract: Investing in infrastructure is often seen as an important part of economic policy, at the regional, national as well as international level. Investing in infrastructure is often presented as a solution […]

From the abstract:
Investing in infrastructure is often seen as an important part of economic policy, at the regional, national as well as international level. Investing in infrastructure is often presented as a solution to a number of problems such as unemployment, depopulation of rural areas and low economic activity. A number of studies have tried to estimate the effects on production from investing in infrastructure. The aim of this study is therefore to provide a systematic analysis of previous studies of this relationship. For that purpose, a meta-analysis of 776 estimates of elasticity of production with respect to infrastructure, was performed. The estimated effect (elasticity of production) of investing in infrastructure varies from −0.06 to 0.52. The effects appear to vary depending on the type of infrastructure in with the investment is made as well as between industries. It is also found that the estimated effects exhibiting high precision, are clustered around zero. This is to say that the higher the reliability of the estimate, the closer it is to zero.

From the abstract:
In this paper, an analytical model is proposed to address road capacity choice and cordon toll pricing issues for an urban transportation corridor. In the proposed model, the road capacity, toll location and level are considered as decision variables, and the effects of self-financing and subsidy constraints on these variables are explored. It has been shown in the numerical studies that the self-financing requirement can lead to a decreased social welfare, and subsidies in certain ranges are welfare-improving. Results also show that subsidy increments yield disproportionately smaller welfare improvements, which is a sign of low efficiency.
Related:From internal efficiency to societal benefits – Multi modal transport safety agency’s socio-economic impact analysis
Source: Petri Mononen, Pekka Leviäkangas, Harri Haapasalo, Research in Transportation Economics, In Press – Corrected Proof, Available online 9 May 2017
(subscription required)

From the abstract:
Pressures to cut public expenditure and to reach high value for money of projects that use scarce public money are evident across the globe. At the same time there seems to be a lack of decision support tools for pin-pointing whether public services are yielding net benefits. Accountability is called for but the ‘accounting systems’ that validate the right choices in service delivery are not yet thoroughly established. As a response, an impact evaluation via a real-world case study of a multi-modal transport safety agency is presented. The main contribution of this article is methodological, including a summary of study cordoning; description of methods to map impact mechanisms; quantification of socio-economic impacts of services; the benefit to cost (B/C) appraisal of services and service bundles, and evaluation of an agency’s overall B/C ratio by applying the findings to systems level. The described analytical process is repeatable elsewhere with modifications or as it stands.

]]>42474Regional differences in the determinants of Oregon VMThttp://www.afscmeinfocenter.org/blog/2017/06/regional-differences-in-the-determinants-of-oregon-vmt.htm
Tue, 27 Jun 2017 19:59:27 +0000http://www.afscmeinfocenter.org/?p=42472Source: Yue Ke, B. Starr McMullen, Research in Transportation Economics, In Press – Corrected Proof, Available online 22 March 2017 (subscription required) From the abstract: Road user charges (RUCs) in the form of per mile charges have been suggested as an alternative to fuel taxes to help keep up with the costs of maintaining and […]

From the abstract:
Road user charges (RUCs) in the form of per mile charges have been suggested as an alternative to fuel taxes to help keep up with the costs of maintaining and expanding public road systems. The success of a RUC in providing for the long term stability of highway finance depends partly on how drivers respond to changes in the tax structure and also other determinants of driving behavior. Region specific characteristics, such as public transit accessibility and biking infrastructure, may also affect vehicle miles traveled (VMT) demand. This paper uses econometric techniques to examine the determinants of VMT using data from the Oregon Household Activities Survey (OHAS). We use standard OLS regression to examine the impact of urban density, household income, fuel cost, transit mileage, household location, and additional household characteristics on VMT. Preliminary results show that statewide Oregon demand for VMT is positively and significantly impacted by household income. Statewide, fuel price, transit use and population density are all found to be statistically significant and negatively related to household VMT. However, at the regional level some of these variables lose significance. Holding all factors constant, household VMT is found to differ by region as well as by population density.

]]>42472Cab Drivers Union Says Chicago Taxi Industry Is Nearing Collapsehttp://www.afscmeinfocenter.org/blog/2017/06/cab-drivers-union-says-chicago-taxi-industry-is-nearing-collapse.htm
Wed, 14 Jun 2017 16:10:09 +0000http://www.afscmeinfocenter.org/?p=42437Source: Jeff Schuhrke, In These Times, June 13, 2017 ….But with the introduction of Uber and other rideshare companies to the city—which can operate without the expensive, city-issued medallions—Aikins has seen his clientele plummet over the past three years, making it increasingly hard to keep up with his medallion loan payments. Across the city, the […]

….But with the introduction of Uber and other rideshare companies to the city—which can operate without the expensive, city-issued medallions—Aikins has seen his clientele plummet over the past three years, making it increasingly hard to keep up with his medallion loan payments.

Across the city, the number of taxi rides dropped from 2.29 million in January 2014 to 1.1 million in January 2017, according to a report released recently by Cab Drivers United, AFSCME Local 2500 (CDU). As a result, the average monthly income per medallion has fallen by $2,000 during the same time…..

….In addition to repaying loans on their medallions, taxi operators also have to pay thousands of dollars each year in city expenses, like the ground transportation tax and medallion license renewal fee—expenses that rideshare drivers are not subject to.

CDU says the number of rideshare vehicles in Chicago now exceeds 227,000, while 42 percent of the city’s taxis didn’t pick up a single passenger this March. The union stresses that the decline of the taxi industry is a loss for the broader public. Unlike most rideshare vehicles, taxis serve people without bank accounts by accepting cash, and they also have more stringent requirements on providing access to people with disabilities…..

]]>42437In Most States, a Spike in ‘Super Commuters’http://www.afscmeinfocenter.org/blog/2017/06/in-most-states-a-spike-in-super-commuters.htm
Tue, 13 Jun 2017 21:53:40 +0000http://www.afscmeinfocenter.org/?p=42425Source: Tim Henderson, Stateline, June 5, 2017 The number of commuters who travel 90 minutes or more to get to work increased sharply between 2010 and 2015, a shift that traffic experts, real estate analysts and others attribute to skyrocketing housing costs and a reluctance to move, born of memories of the 2008 financial crisis. […]

The number of commuters who travel 90 minutes or more to get to work increased sharply between 2010 and 2015, a shift that traffic experts, real estate analysts and others attribute to skyrocketing housing costs and a reluctance to move, born of memories of the 2008 financial crisis.

In all but 10 states, the number of “super commuters” increased over the period, and in California, Hawaii, Massachusetts, North Dakota and Rhode Island, it grew by more than 40 percent, according to census data. The growth came amid an overall increase in the number of commuters as the economy improved, but the increase in the number of people with the longest rides, 23 percent, was almost three times the increase in the number of those with shorter commutes, close to 8 percent. ….

]]>42425Vigorous Campaign Revives Transit Union in Right-to-Work Virginiahttp://www.afscmeinfocenter.org/blog/2017/06/vigorous-campaign-revives-transit-union-in-right-to-work-virginia.htm
Mon, 05 Jun 2017 17:29:59 +0000http://www.afscmeinfocenter.org/?p=42382Source: John Ertl, Labor Notes, May 31, 2017 Going into its latest contract, the transit union in Fairfax County, Virginia, was in tough shape. People weren’t active because they didn’t believe the union could do much—and the union couldn’t do much because people weren’t active. Management never budged on the issues that stewards brought up. […]

Going into its latest contract, the transit union in Fairfax County, Virginia, was in tough shape. People weren’t active because they didn’t believe the union could do much—and the union couldn’t do much because people weren’t active.

Management never budged on the issues that stewards brought up. Grievances piled up, unresolved. And since Virginia is a “right-to-work” state, half the workers in the bargaining unit weren’t even members of Transit (ATU) Local 1764.

But after a robust union campaign, in a matter of months the Fairfax Connector went from a unit at risk of decertifying to a strong union shop…..

On Tuesday, President Trump released his 2018 budget proposal. It makes deep cuts across many anti-poverty programs, slashing food stamps by more than a quarter and children’s health insurance by 19 percent.

With an administration chock full of self-serving millionaires and billionaires, it comes as little surprise that President Donald Trump’s proposed budget would be an enormous windfall for the wealthiest Americans. But the degree to which it privileges the 1 percent at the expense of nearly everyone else—breaking Trump’s campaign promises to restore prosperity to everyday Americans—is staggering. Notably, by calling for cuts to Social Security, the budget violates one of Trump’s most significant promises.

Indeed, his proposed repeal of the estate tax alone—a tax that only affects the wealthiest 0.2 percent of estates—would cost the same as feeding more than 6 million seniors for a year through Meals on Wheels, a program facing deep cuts under the Trump budget.

And that is just one of several massive giveaways to the wealthy that President Trump calls for in this budget proposal while slashing critical investments in education, infrastructure, jobs, and more that make it possible for workers and families to get ahead. Here are seven ways that President Trump’s budget proposal threatens to do them serious damage.

The Trump administration unveiled a budget for 2018 on Tuesday that seeks to overhaul many of the country’s safety-net programs for low-income and struggling Americans. Though these cuts are popular among Republican lawmakers, they affect programs that are actually more commonly used in Republican-leaning states than in Democratic ones, and that in many cases benefit white voters without college degrees — a demographic group that strongly supported President Donald Trump in the 2016 election.
The programs experiencing the deepest cuts provide assistance for health care services to children, the poor and disabled, and that supplement food and housing for those with low incomes. Most of the programs were created decades ago by Democratic presidents.

Results
Approximately 63% reported LBP in the prior 12 months. Chi square or t-test analyses identified the associations between demographic, work, health, and psychosocial work factors, and self-report of LBP in the prior 12 months. Depression, perceived physical exertion, dispatcher and manager support, unfair treatment at work, and unfair treatment due to nationality were significantly associated with LBP in bivariate analyses. Multivariate logistic regression was done to identify the predictors of LBP. High dispatcher support remained the sole significant predictor for lower prevalence of LBP (OR = 0.66, P = 0.017).

Conclusion
Greater understanding of psychosocial work factors may aid in developing interventions to prevent LBP in taxi drivers.

States Perform provides users with access to interactive, customizable and up-to-date comparative performance measurement data for 50 states in six key areas: fiscal and economic, public safety and justice, energy and environment, transportation, health and human services, and education. Compare performance across a few or all states, profile one state, view trends over time, and customize your results with graphs and maps.

]]>http://www.afscmeinfocenter.org/blog/2017/03/states-perform-1.htm/feed0261652017 Infrastructure Report Cardhttp://www.afscmeinfocenter.org/blog/2017/03/2017-infrastructure-report-card.htm
Fri, 10 Mar 2017 22:48:08 +0000http://www.afscmeinfocenter.org/?p=41732Source: American Society of Civil Engineers, 2017 Every four years, the American Society of Civil Engineers’ Report Card for America’s Infrastructure depicts the condition and performance of American infrastructure in the familiar form of a school report card—assigning letter grades based on the physical condition and needed investments for improvement.

Every four years, the American Society of Civil Engineers’ Report Card for America’s Infrastructure depicts the condition and performance of American infrastructure in the familiar form of a school report card—assigning letter grades based on the physical condition and needed investments for improvement.

]]>41676The Curb-Cut Effecthttp://www.afscmeinfocenter.org/blog/2017/02/the-curb-cut-effect.htm
Wed, 22 Feb 2017 22:32:38 +0000http://www.afscmeinfocenter.org/?p=41649Source: Angela Glover Blackwell, Stanford Social Innovation Review, Volume 15 Number 1, Winter 2017 Laws and programs designed to benefit vulnerable groups, such as the disabled or people of color, often end up benefiting all of society

From the press release:
– List includes: Brooklyn & Throgs Neck (N.Y.), Yankee Doodle (Conn.), Memorial (Va.-DC) and Greensboro (N.C.) Bridges.
– 1,900 structurally deficient bridges are on the Interstate Highway System.
– Average age of a structurally deficient bridge is 67 years old, compared to 39 years for non-deficient bridges.
– 41% of U.S. bridges (250,406) are over 40 years old and have not had major reconstruction work.
– Website features listing of deficient bridges by state and congressional district.

]]>41618What everyone should know about their state’s budgethttp://www.afscmeinfocenter.org/blog/2017/01/what-everyone-should-know-about-their-states-budget.htm
Mon, 30 Jan 2017 21:59:50 +0000http://www.afscmeinfocenter.org/?p=41527Source: Urban Institute, 2017 [tool was funded by the Laura and John Arnold Foundation] State and local governments educate schoolchildren, train the future workforce, care for the sick and elderly, build roads, patrol neighborhoods, extinguish fires, and maintain parks. In short, they’re pretty important. But few Americans understand where their state and local tax dollars […]

State and local governments educate schoolchildren, train the future workforce, care for the sick and elderly, build roads, patrol neighborhoods, extinguish fires, and maintain parks. In short, they’re pretty important. But few Americans understand where their state and local tax dollars go and to what effect. It’s not just the amount of money spent that matters, it’s why that money is spent the way it is.

Through this web tool, we aim to fill that knowledge gap. The tool allows users to get under the hood of their government and understand not only how much a state spends but also what drives that spending.

To do this, we apply a basic framework to all major areas of government spending. The framework says that state spending per capita is both a function of how many people receive a service and how much that service costs the state for each recipient. ….

…In this tool, you’ll see the spending per capita breakdown for all states and the District of Columbia across all major functional categories. It allows you to see how each state ranks, and you can sort by any factor you choose. (One frequent outlier is DC; though included in the rankings, it often functions more like a city than a state) We’ve included some annotations to guide you along the way. By exploring the tool, you’ll gain a sense of how much each state spends on any given area and why states spend what they do. ….

]]>41527Infrastructure Financing: A Guide for Local Government Managershttp://www.afscmeinfocenter.org/blog/2017/01/infrastructure-financing-a-guide-for-local-government-managers.htm
Wed, 11 Jan 2017 21:56:53 +0000http://www.afscmeinfocenter.org/?p=41437Source: Can Chen, John R. Bartle, ICMA and the Government Finance Officers Association (GFOA), 2017 From the summary: Local governments play a key role in funding, operating, and maintaining local roads, bridges, airports, transit facilities, drinking water, sewer systems, and other types of infrastructure. Yet, as is widely publicized, these jurisdictions face a serious infrastructure […]

From the summary:
Local governments play a key role in funding, operating, and maintaining local roads, bridges, airports, transit facilities, drinking water, sewer systems, and other types of infrastructure. Yet, as is widely publicized, these jurisdictions face a serious infrastructure deficit. While municipal bonds continue to be the key options for how local infrastructure is financed, local governments are exploring new ways to finance needed expansion, upgrades, and repairs.

According to a new white paper, “Infrastructure Financing: A Guide for Local Government Managers,” issued by ICMA and the Government Finance Officers Association (GFOA), alternative financing sources, properly selected and managed, can complement traditional sources to meet infrastructure needs. Tapping these sources not only leverages new resources, but also can make it possible to complete certain projects more quickly.

Across the United States, local governments face a serious infrastructure deficit and are exploring new ways to finance needed expansions, upgrades, and repairs. Despite the fact that eroding infrastructure is seen as one of the most urgent issues facing the country, in 2012, infrastructure funding was at its lowest percentage of total local government expenditures in more than 50 years.

Prepared by Drs. Can Chen of Florida International University and John R. Bartle of the University of Nebraska at Omaha, the white paper explores how local governments are addressing the challenge of bridging infrastructure financing gaps. In this context, they:
– Describe the full range of infrastructure financing methods currently in use.
– Document emerging methods in local infrastructure financing.
– Illustrate cases where local governments have explored alternative methods of infrastructure financing.
– Offer recommendations for local government managers who are considering the use of alternative infrastructure financing options.
Related:Abstract

]]>41437State Expenditure Report (Fiscal 2014-2016)http://www.afscmeinfocenter.org/blog/2016/12/state-expenditure-report-fiscal-2014-2016.htm
Wed, 21 Dec 2016 16:51:27 +0000http://www.afscmeinfocenter.org/?p=41374Source: National Association of State Budget Officers, 2016 Overview: This annual report examines spending in the functional areas of state budgets: elementary and secondary education, higher education, public assistance, Medicaid, corrections, transportation, and all other. It also includes data on the State Children’s Health Insurance Program and on revenue sources in state general funds. – […]

Overview:
This annual report examines spending in the functional areas of state budgets: elementary and secondary education, higher education, public assistance, Medicaid, corrections, transportation, and all other. It also includes data on the State Children’s Health Insurance Program and on revenue sources in state general funds.

– The total state spending growth rate slowed in fiscal 2016, following a 10-year high in fiscal 2015.
– Medicaid continued to increase as a share of total state spending, while K-12 remained the largest category from state funds.
– Transportation led the way in spending growth from state funds in both fiscal 2015 and fiscal 2016, while Medicaid experienced the largest gains from all funds.
– Revenue growth slowed considerably in fiscal 2016 as states saw weaker collections from sales, personal income, and corporate income taxes.
Related:SummaryArchives

]]>41374SPOTLIGHT: Aging Stateshttp://www.afscmeinfocenter.org/blog/2016/12/spotlight-aging-states.htm
Fri, 16 Dec 2016 22:28:17 +0000http://www.afscmeinfocenter.org/?p=41333Source: Capitol Ideas, November/December 2016 Articles include: FUNDING LONG-TERM CARE Facing a wave of aging baby boomers, many states are trying to make it easier for seniors to stay in their homes—as many prefer—instead of moving into more costly nursing homes. With high stakes for state budgets, many states are undertaking long-term planning to pay […]

Articles include:
FUNDING LONG-TERM CARE
Facing a wave of aging baby boomers, many states are trying to make it easier for seniors to stay in their homes—as many prefer—instead of moving into more costly nursing homes. With high stakes for state budgets, many states are undertaking long-term planning to pay for long-term care.

TOP STATES FOR RETIREMENT
What is the best state for retirement? It’s a popular question among baby boomers, who increasingly seek more livable communities that will allow them to age in place. How are states responding? Drawing from an AARP scorecard on state long-term services and supports, here’s a look at top states for retirement and aging.

IMPROVING SENIOR MOBILITY
For many seniors, staying active in their golden years depends on staying mobile. But in many states and communities, transportation systems haven’t been developed with seniors or individuals with disabilities in mind. That’s changing as states are taking steps to improve transportation mobility for older adults.

ENDING ELDER ABUSE
Elder financial abuse costs older Americans $2.9 billion per year, but the harm to seniors caused by fraud often extends far beyond the checkbook. Oregon Attorney General Ellen Rosenblum shares key steps her state has taken to strengthen elder abuse prevention and response.

TAXING RETIREES
When state leaders discuss the fiscal challenges of an aging population, the focus is often on costs for senior services. However, as CSG Senior Fellows Katherine Barrett and Richard Greene point out, declining tax revenues are also a concern.

]]>41333Acute Sleep Deprivation and Risk of Motor Vehicle Crash Involvementhttp://www.afscmeinfocenter.org/blog/2016/12/acute-sleep-deprivation-and-risk-of-motor-vehicle-crash-involvement.htm
Wed, 07 Dec 2016 17:28:50 +0000http://www.afscmeinfocenter.org/?p=41148Source: Brian C. Tefft, AAA Foundation for Traffic Safety, December 2016 From the summary: Previous research by the AAA Foundation for Traffic Safety has estimated as many as 7% of all crashes, 13% of crashes that result in hospital admission, and 21% of fatal crashes involve driver drowsiness. However, the relationship between specific measures of […]

From the summary:
Previous research by the AAA Foundation for Traffic Safety has estimated as many as 7% of all crashes, 13% of crashes that result in hospital admission, and 21% of fatal crashes involve driver drowsiness. However, the relationship between specific measures of sleep deprivation and crash risk has not been quantified in the general driving population. The results of this study indicate that drivers who usually sleep for less than 5 hours daily, drivers who have slept for less than 7 hours in the past 24 hours, and drivers who have slept for 1 or more hours less than their usual amount of sleep in the past 24 hours have significantly elevated crash rates. The estimated rate ratio for crash involvement associated with driving after only 4-5 hours of sleep compared with 7 hours or more is similar to the U.S. government’s estimates of the risk associated with driving with a blood alcohol concentration equal to or slightly above the legal limit for alcohol in the U.S.
Related:Fact SheetSlide Show

]]>41148An Analysis of the Labor Market for Uber’s Driver-Partners in the United Stateshttp://www.afscmeinfocenter.org/blog/2016/11/an-analysis-of-the-labor-market-for-ubers-driver-partners-in-the-united-states.htm
Tue, 29 Nov 2016 23:36:38 +0000http://www.afscmeinfocenter.org/?p=41112Source: Jonathan V. Hall, Alan B. Krueger, National Bureau of Economic Research, NBER Working Paper No. 22843, November 2016 (subscription required) From the abstract: Uber, the ride-sharing company launched in 2010, has grown at an exponential rate. This paper provides the first comprehensive analysis of the labor market for Uber’s driver-partners, based on both survey […]

From the abstract:
Uber, the ride-sharing company launched in 2010, has grown at an exponential rate. This paper provides the first comprehensive analysis of the labor market for Uber’s driver-partners, based on both survey and administrative data. Drivers who partner with Uber appear to be attracted to the platform largely because of the flexibility it offers, the level of compensation, and the fact that earnings per hour do not vary much with the number of hours worked. Uber’s driver-partners are more similar in terms of their age and education to the general workforce than to taxi drivers and chauffeurs. Most of Uber’s driver-partners had full- or part-time employment prior to joining Uber, and many continued in those positions after starting to drive with the Uber platform, which makes the flexibility to set their own hours all the more valuable. Uber’s driver-partners also often cited the desire to smooth fluctuations in their income as a reason for partnering with Uber.

]]>41112Disruptive Change in the Taxi Business: The Case of Uberhttp://www.afscmeinfocenter.org/blog/2016/11/disruptive-change-in-the-taxi-business-the-case-of-uber.htm
Wed, 23 Nov 2016 18:07:13 +0000http://www.afscmeinfocenter.org/?p=41077Source: Judd Cramer, Alan B. Krueger, National Bureau of Economic Research, NBER Working Paper No. 22083, March 2016 (subscription required) From the abstract: In most cities, the taxi industry is highly regulated and utilizes technology developed in the 1940s. Ride sharing services such as Uber and Lyft, which use modern internet-based mobile technology to connect […]

From the abstract:
In most cities, the taxi industry is highly regulated and utilizes technology developed in the 1940s. Ride sharing services such as Uber and Lyft, which use modern internet-based mobile technology to connect passengers and drivers, have begun to compete with traditional taxis. This paper examines the efficiency of ride sharing services vis-à-vis taxis by comparing the capacity utilization rate of UberX drivers with that of traditional taxi drivers in five cities. The capacity utilization rate is measured by the fraction of time a driver has a fare-paying passenger in the car while he or she is working, and by the share of total miles that drivers log in which a passenger is in their car. The main conclusion is that, in most cities with data available, UberX drivers spend a significantly higher fraction of their time, and drive a substantially higher share of miles, with a passenger in their car than do taxi drivers. Four factors likely contribute to the higher capacity utilization rate of UberX drivers: 1) Uber’s more efficient driver-passenger matching technology; 2)the larger scale of Uber than taxi companies; 3) inefficient taxi regulations; and 4) Uber’s flexible labor supply model and surge pricing more closely match supply with demand throughout the day.

]]>41077Funding and Financing Highways and Public Transportationhttp://www.afscmeinfocenter.org/blog/2016/11/funding-and-financing-highways-and-public-transportation.htm
Thu, 03 Nov 2016 21:51:39 +0000http://www.afscmeinfocenter.org/?p=40920Source: Robert S. Kirk, William J. Mallett, Congressional Research Service, CRS Report, R44674, November 1, 2016 Almost every conversation about surface transportation finance begins with a two-part question: What are the “needs” of the national transportation system, and how does the nation pay for them? This report is aimed almost entirely at discussing the “how […]

Almost every conversation about surface transportation finance begins with a two-part question: What are the “needs” of the national transportation system, and how does the nation pay for them? This report is aimed almost entirely at discussing the “how to pay for them” question. Since 1956, federal surface transportation programs have been funded largely by taxes on motor fuels that flow into the Highway Trust Fund (HTF). A steady increase in the revenues flowing into the HTF due to increased motor vehicle use and occasional increases in fuel tax rates accommodated growth in surface transportation spending over several decades. In 2001, though, trust fund revenues stopped growing faster than spending. In 2008 Congress began providing Treasury general fund transfers to keep the HTF solvent….

]]>40920Highway Bridges: Linking Funding to Conditions May Help Demonstrate Impact of Federal Investmenthttp://www.afscmeinfocenter.org/blog/2016/09/highway-bridges-linking-funding-to-conditions-may-help-demonstrate-impact-of-federal-investment.htm
Fri, 23 Sep 2016 20:48:27 +0000http://www.afscmeinfocenter.org/?p=40593Source: U.S. Government Accountability Office (GAO), GAO-16-779, September 14, 2016 From the summary: Bridge conditions have generally improved nationwide from 2006 to 2015, based on GAO analysis of federal bridge data. For example, the percentage of structurally deficient bridge deck area (the surface area that carries vehicles) decreased from 9 percent to 7 percent nationwide […]

From the summary:
Bridge conditions have generally improved nationwide from 2006 to 2015, based on GAO analysis of federal bridge data. For example, the percentage of structurally deficient bridge deck area (the surface area that carries vehicles) decreased from 9 percent to 7 percent nationwide during this period. The number of structurally deficient bridges also decreased from 13 percent to 10 percent nationwide. However, some states have substantially higher percentages of structurally deficient deck area than others. Bridge conditions may become more challenging to address as bridges age, because the number of bridges and amount of total deck area increased dramatically from the 1950s through the 1970s, generally with a 50-year design life. Analysis of federal bridge data shows that the amount of structurally deficient deck area is greatest for bridges built from 1960 through 1974, indicating an expected need for additional maintenance, replacement, or rehabilitation.

Federal funds obligated for bridge projects have remained relatively stable from 2006 to 2015, between $6 billion and $7 billion annually in most years. During this period, the use of federal funds on bridges shifted somewhat from building new bridges to projects that preserve existing bridges, such as bridge rehabilitation or preventative maintenance. While the Federal Highway Administration (FHWA) estimates total funds dedicated to bridges and collects data on bridge conditions nationwide, it does not track the linkage between federal funds and changes in bridge conditions. GAO has previously reported that linking performance outcomes with resources invested can help agencies to more clearly determine how changes in invested resources may result in changes to performance. Using such performance measures would help FHWA demonstrate the link between federal funding and outcomes for bridges.

Officials from the selected 24 states and the District of Columbia (D.C.) reported little change in the way they have funded and managed bridges since 2012. Officials from 21 states and D.C. reported bridge funding has been stable since the federal bridge program was consolidated in 2012. Officials from 3 states reported an increase in bridge funding since that time. The general stability in bridge funding may be a result of the long time frame for planning bridge projects; for example, bridge funding cycles can be 5 years or longer, a time span that means any changes would not be apparent for several years. Officials from 10 states mentioned increased flexibility in their ability to use federal funds for bridge projects. Changes from the Moving Ahead for Progress in the 21st Century Act provided states flexibility to determine whether to spend federal highway funds on bridges or other highway needs. Further, officials from 18 states and D.C. reported that they have not changed how they prioritize bridge projects relative to other transportation projects. With respect to challenges, officials from 14 states described inadequate funding as a challenge, and officials from 13 states reported aging bridges as a challenge. For many of these states, the challenge of maintaining aging bridges is intertwined with the challenge of inadequate funds.

]]>40593Hidden Traffic Safety Solution: Public Transportationhttp://www.afscmeinfocenter.org/blog/2016/09/hidden-traffic-safety-solution-public-transportation.htm
Fri, 16 Sep 2016 21:59:14 +0000http://www.afscmeinfocenter.org/?p=40554Source: American Public Transportation Association (APTA), September 2016 From the press release: The most effective life-saving traffic safety tool for a commuter and a community may be the daily metro transit pass. A new study released by the American Public Transportation Association (APTA) shows that a person can reduce his or her chance of being […]

From the press release:
The most effective life-saving traffic safety tool for a commuter and a community may be the daily metro transit pass. A new study released by the American Public Transportation Association (APTA) shows that a person can reduce his or her chance of being in an accident by more than 90 percent simply by taking public transit as opposed to commuting by car. This means traveling by public transportation is ten times safer per mile than traveling by auto.

In the study, The Hidden Traffic Safety Solution: Public Transportation, authors reveal that transit-oriented communities are five times safer because they have about a fifth the per capita traffic casualty rate (fatalities and injuries) as automobile-oriented communities. This means public transit cuts a community’s crash risk in half even for those who do not use public transit. Public transportation communities spur compact development which reduces auto miles traveled and produces safer speeds. The study was prepared by the Victoria Transport Policy Institute for APTA…..
Related:Fact sheet

]]>40554AI will eliminate 6 percent of jobs in five years, says reporthttp://www.afscmeinfocenter.org/blog/2016/09/ai-will-eliminate-6-percent-of-jobs-in-five-years-says-report.htm
Thu, 15 Sep 2016 16:41:11 +0000http://www.afscmeinfocenter.org/?p=40504Source: Harriet Taylor, CNBC, September 12, 2016 Within five years robots and so-called intelligent agents will eliminate many positions in customer service, trucking and taxi services, amounting to 6 percent of jobs, according to a Forrester report. “By 2021, a disruptive tidal wave will begin,” said Brian Hopkins, VP at Forrester, in the report. “Solutions […]

Within five years robots and so-called intelligent agents will eliminate many positions in customer service, trucking and taxi services, amounting to 6 percent of jobs, according to a Forrester report.

“By 2021, a disruptive tidal wave will begin,” said Brian Hopkins, VP at Forrester, in the report. “Solutions powered by AI/cognitive technology will displace jobs, with the biggest impact felt in transportation, logistics, customer service, and consumer services.”

Intelligent agents, chat bots and digital assistants include Amazon’s Alexa, Apple’s Siri, Alphabet’s GoogleNow and Facebook’s Messenger bots. They are powered by artificial intelligence and they can already understand a person’s behavior, interpret their needs and even make decisions for them.

AI-based services and apps will eventually change most industries, resulting in a redistribution of jobs, Forrester found. Self-driving cars, for example, will have wide-ranging impacts on both the auto and transportation industries…..
Related:Robots will eliminate 6% of all US jobs by 2021, report says
Source: Olivia Solon, The Guardian, September 13, 2016

Employees in fields such as customer service and transportation face a ‘disruptive tidal wave’ of automation in the not-too-distant future

]]>40504Express Lanes Have a Popularity Problemhttp://www.afscmeinfocenter.org/blog/2016/09/express-lanes-have-a-popularity-problem.htm
Tue, 13 Sep 2016 21:44:40 +0000http://www.afscmeinfocenter.org/?p=40495Source: Rebecca Beitsch, Stateline, September 12, 2016 Highway express lanes provide a faster trip for carpoolers, people who drive low-emission cars, and solo travelers who are willing to pay more. That’s the idea, anyway. But as Americans drive more miles than ever before, express lanes are facing a challenge: they are too popular. So many […]

Highway express lanes provide a faster trip for carpoolers, people who drive low-emission cars, and solo travelers who are willing to pay more.

That’s the idea, anyway.

But as Americans drive more miles than ever before, express lanes are facing a challenge: they are too popular. So many drivers of all kinds are using the lanes that it is increasingly difficult for transportation officials to keep them speedy…….

]]>40495Tolling U.S. Highwayshttp://www.afscmeinfocenter.org/blog/2016/08/tolling-u-s-highways.htm
Wed, 31 Aug 2016 14:26:41 +0000http://www.afscmeinfocenter.org/?p=40322Source: Robert S. Kirk, Congressional Research Service, CRS Report, R43575, August 26, 2016 …..Although states are free to impose tolls on roads, bridges, and tunnels that have been built and maintained without federal assistance, federal law limits the imposition of tolls on existing federal-aid highways, especially on the Interstate Highways. This report explains current federal […]

…..Although states are free to impose tolls on roads, bridges, and tunnels that have been built and maintained without federal assistance, federal law limits the imposition of tolls on existing federal-aid highways, especially on the Interstate Highways. This report explains current federal policies governing tolling and discusses issues related to increasing the use of tolls as a source of revenue for surface transportation projects….

]]>40322Does Perception of Gas Tax Paid Influence Support for Funding Highway Improvements?http://www.afscmeinfocenter.org/blog/2016/08/does-perception-of-gas-tax-paid-influence-support-for-funding-highway-improvements.htm
Tue, 09 Aug 2016 18:02:13 +0000http://www.afscmeinfocenter.org/?p=40114Source: Ronald C. Fisher, Robert W. Wassmer, Public Finance Review, Published online before print August 5, 2016 (subscription required) From the abstract: The issue for this research is whether perception of the rate and amount of fuel taxes paid by an individual influences his or her support for funding highway improvements from any source of […]

From the abstract:
The issue for this research is whether perception of the rate and amount of fuel taxes paid by an individual influences his or her support for funding highway improvements from any source of revenue. A survey of likely California and Michigan voters demonstrates that they often overestimate the rate of their state’s gasoline excise tax and the subsequent amount they are likely to pay for this tax in a month. Regression analyses show that voter misperceptions concerning the magnitude of state fuel taxes affect their views regarding an increase in funding to support highway investment proposals. A reasonable policy implication is that the adoption of proposals to generate additional funds for highway investment is more likely if accompanied by a campaign identifying the existing rate of the state’s gasoline excise tax and the relatively small amount of this tax paid by the state’s typical driver.

A mileage-based road user charge would involve assessing owners of individual vehicles on a per-mile basis for the distance the vehicle is driven. Currently, federal highway and public transportation programs are funded mainly by motor fuel tax receipts that flow into the Highway Trust Fund (HTF). The tax rates, set on a per-gallon basis, have not been raised since 1993, and receipts have been insufficient to support the transportation programs authorized by Congress since FY2008. The long-term viability of motor fuels taxes is also questionable because of increasing vehicle fuel efficiency and the wider use of electric vehicles. Economists have favored the use of mileage-based user charges as an alternative to motor fuels taxes to support highway funding. Congress, in Section 6020 of the Fixing America’s Surface Transportation Act (FAST Act; P.L. 114-94), provided $95 million to fund large-scale pilot studies by states or groups of states to demonstrate “user-based revenue systems” to maintain the solvency of the HTF……

]]>39518Deep Dive: Transportationhttp://www.afscmeinfocenter.org/blog/2016/06/deep-dive-transportation.htm
Fri, 10 Jun 2016 21:28:42 +0000http://www.afscmeinfocenter.org/?p=39327Source: National Conference of State Legislatures, 2016 Roads and bridges are crumbling, citizens are grumbling and Congress is stumbling. Look into the most promising ideas and solutions that can put you in the fast lane.

]]>39327Infrastructure skills: Knowledge, tools, and training to increase opportunityhttp://www.afscmeinfocenter.org/blog/2016/06/infrastructure-skills-knowledge-tools-and-training-to-increase-opportunity-2.htm
Thu, 09 Jun 2016 21:18:27 +0000http://www.afscmeinfocenter.org/?p=39299Source: Jeffrey Gutman and Adie Tomer, Brookings Institution, SERIES: Metropolitan Infrastructure Initiative, Number 187 of 189, May 2016 From the summary: …..Transportation is about far more than how fast you move—it’s about accessing opportunity. Whereas access to other infrastructure services such as electricity, telecommunications, or water is easily measured at the household level, urban transport […]

From the summary:
…..Transportation is about far more than how fast you move—it’s about accessing opportunity.

Whereas access to other infrastructure services such as electricity, telecommunications, or water is easily measured at the household level, urban transport has no equivalent metric. Indeed, living near a road or bus stop or owning a car or bicycle does not really measure urban access. Ultimately it is whether one’s housing can connect to critical destinations. It’s the interaction of land use and transport that determines accessibility.

Aiming to boost accessibility—not necessarily mobility—also raises new questions about how society pays for transportation. Do new investments help all city residents reach new destinations? Are pricing and subsidy policies for reducing congestion or addressing environmental effects consistent with achieving access for all? As governments across the globe consider new methods to finance infrastructure investment, there is a serious gap in framing transportation challenges around broader objectives.

The MTA initiative comes at a critical time. Moving past a traditional transportation model that prioritizes mobility to one that favors accessibility, MTA aims to provide the tools and techniques that put accessibility theory into practice.

To advance this goal, we will create a platform to discuss research and practical applications on urban accessibility. It will include original, applied research to explore integrating accessibility into urban transportation planning, investment and policy. We will report on cutting-edge technical requirements—ranging from software to performance measures—to improve government and private sector decisions related to the built environment. And we will host a network of professionals to exchange ideas and tell their local stories, all feeding into a new resource bank of practical solutions.
We are confident that enhancing urban accessibility can unlock sustainable and inclusive growth in cities across the world. We are excited to craft solutions to make it happen…..

]]>39299Transportation Ballot Measures 2016http://www.afscmeinfocenter.org/blog/2016/06/transportation-ballot-measures-2016.htm
Tue, 07 Jun 2016 16:46:36 +0000http://www.afscmeinfocenter.org/?p=39252Source: Sean Slone, Council of State Governments, Capitol Research, June 2016 States have sought to empower localities to raise money for transportation in recent years. – Indiana lawmakers passed SB 176 in 2014, which allows six counties in the Indianapolis area to consider increasing local income tax rates and dedicating the revenues to public transportation. […]

States have sought to empower localities to raise money for transportation in recent years.
– Indiana lawmakers passed SB 176 in 2014, which allows six counties in the Indianapolis area to consider increasing local income tax rates and dedicating the revenues to public transportation.
– Utah’s 2015 state transportation funding package, HB 362, gave counties the authority to go to the voters with a local option sales tax to fund multimodal investments in roads, transit, bike/walk infrastructure or other local needs. A total of 17 of the state’s 29 counties put the measure on the November 2015 ballot and 10 won voter approval.

2015 was a big year for transportation-related ballot initiatives and 2016 appears likely to follow suit.
– Voters in eight states in 2015 approved 26 of 37 (70 percent) state or local referendums to increase transportation funding.
– The Center for Transportation Excellence, which tracks transportation ballot measures, lists nearly 50 state or local measures that either already have been or that could be on 2016 ballots in 15 states.

While many ballot measures won’t be considered until November, a handful have already received a vote in primary and special elections.
– Voters in Portland, Oregon, in May approved a temporary 10-cents-per-gallon tax on gasoline within city limits. The measure, which creates the highest local gas tax in the state, sunsets after four years and is expected to bring in $64 million for road repairs and pedestrian and bike safety improvements.
– Austin, Texas, voters in May decided against a measure to overturn city requirements on rideshare services Uber and Lyft that include fingerprinting of drivers, which prompted the companies to halt service in the city.
Public transit is a major focus of ballot measures this year. …..

]]>39074Task Segregation as a Mechanism for Within-job Inequality: Women and Men of the Transportation Security Administrationhttp://www.afscmeinfocenter.org/blog/2016/04/task-segregation-as-a-mechanism-for-within-job-inequality-women-and-men-of-the-transportation-security-administration.htm
Fri, 29 Apr 2016 17:09:39 +0000http://www.afscmeinfocenter.org/?p=38947Source: Curtis K. Chan, Michel Anteby, Administrative Science Quarterly, Vol. 61 no. 2, June 2016 (subscription required) From the abstract: In this article, we examine a case of task segregation—when a group of workers is disproportionately allocated, relative to other groups, to spend more time on specific tasks in a given job—and argue that such […]

From the abstract:
In this article, we examine a case of task segregation—when a group of workers is disproportionately allocated, relative to other groups, to spend more time on specific tasks in a given job—and argue that such segregation is a potential mechanism for generating within-job inequality in the quality of a job. When performing those tasks is undesirable, this allocation has unfavorable implications for that group’s experienced job quality. We articulate the processes by which task segregation can lead to workplace inequality in job quality through an inductive, interview-based case study of airport security-screening workers in a unit of the U.S. Transportation Security Administration (TSA) at a large urban airport. Female workers were disproportionately allocated to the pat-down task, the manual screening of travelers for prohibited items. Our findings suggest that this segregation led to overall poorer job quality outcomes for women. Task segregation overexposed female workers to processes of physical exertion, emotional labor, and relational strain, giving rise to work intensity, emotional exhaustion, and lack of coping resources. Task segregation also seemed to disproportionately expose female workers to managerial sanctions for taking recuperative time off and a narrowing of their skill set that may have contributed to worse promotion chances, pay, satisfaction, and turnover rates for women. We conclude with a theoretical model of how task segregation can act as a mechanism for generating within-job inequality in job quality.

]]>38947Ticket to Thrive: A Solution for Affordable Transit in the Denver Regionhttp://www.afscmeinfocenter.org/blog/2016/04/ticket-to-thrive-a-solution-for-affordable-transit-in-the-denver-region.htm
Fri, 22 Apr 2016 15:58:09 +0000http://www.afscmeinfocenter.org/?p=38814Source: Chris Stiffler, Thamanna Vasan, Colorado Fiscal institute, April 2016 From the press release: …The Colorado Fiscal Institute studied RTD’s fare structure for a year to examine how affordable it was and evaluated the newly approved fare structure through the same lens. In addition to evaluating the old and new fare structures. CFI also looked […]

From the press release:
…The Colorado Fiscal Institute studied RTD’s fare structure for a year to examine how affordable it was and evaluated the newly approved fare structure through the same lens. In addition to evaluating the old and new fare structures. CFI also looked for alternatives that RTD could use to make fares more affordable for low-income riders and how this could be paid for. The result is “Ticket to Thrive: A solution for affordable transit in the Denver region,” a comprehensive study of transit affordability in the eight-county transit district RTD serves….

CFI’s report identifies a number of ways RTD’s financing structure makes transit costs overwhelming for transit-dependent riders, including:
• The 1 percent sales tax to support RTD falls more heavily on the poor, who spend a greater portion (three times as much as higher-income riders) of their earnings on goods subject to sales tax and thus pay a larger percentage of their earnings in sales tax.
• One-day parking at RTD Park-n-Ride facilities is free, benefiting higher-income suburban commuters, who use Park-n-Rides, over low-income users, who don’t use the parking.
• Higher-income riders are more likely to take advantage of significant discounts offered through purchasing in bulk, such as monthly and yearly passes, and their employers are more likely to offer free or discount passes through the Eco Pass system, which allows employers to bulk purchase passes at a discount. Low-income riders seldom can take advantage of these bulk discounts….

]]>38814See How Your Town’s Transit Stacks Up To Hundreds Of Other Citieshttp://www.afscmeinfocenter.org/blog/2016/04/see-how-your-towns-transit-stacks-up-to-hundreds-of-other-cities.htm
Fri, 22 Apr 2016 15:26:51 +0000http://www.afscmeinfocenter.org/?p=38810Source: Aarian Marshall, Wired, April 21, 2016 ….If you wanted to know how your transit agency stacks up with the one across the river, or how well served your part of town is compared to your coworkers’, you were signing up for a lot of work. That’s now changed, thanks to a new tool appropriately […]

….If you wanted to know how your transit agency stacks up with the one across the river, or how well served your part of town is compared to your coworkers’, you were signing up for a lot of work. That’s now changed, thanks to a new tool appropriately called “AllTransit.”

The impressively comprehensive online tool was released this week by the nonprofit research institutes Center for Neighborhood Technology and TransitCenter. The result of a year spent compiling data from 805 agencies, 543,787 stop locations, and 15,070 routes across the country, the tool provides an unprecedented look into nationwide transit access and equity.

AllTransit promises to assess the quality of transit in your neighborhood—or your congressional district, or your city, or your region, or your state. Plugging any of these into the tool and you get an “AllTransit Performance Score” on a ten-point scale. The score rewards places where transit connects lots of households to lots of jobs, where buses and trains come frequently, and where high shares of commuters use transit to get to work.

That’s just the beginning: You can use AllTransit’s many, many tabs to evaluate local transit by health, economy, mobility, or equity measures, like how many residents live within a half mile of transit, or whether bike share connects to existing bus routes and rail lines. Oh, and if you’re a fan of dope maps: AllTransit provides dope maps galore……

]]>38810Highway Bridge Conditions: Issues for Congresshttp://www.afscmeinfocenter.org/blog/2016/04/highway-bridge-conditions-issues-for-congress.htm
Fri, 22 Apr 2016 15:12:14 +0000http://www.afscmeinfocenter.org/?p=38804Source: Robert S. Kirk, William J. Mallett, Congressional Research Service, CRS Report, R44459, April 13, 2016 Of the 612,000 public road bridges in the United States, about 59,000 (10%) were classified as structurally deficient in 2015, and another 84,000 (14%) were classified as functionally obsolete. These figures — along with events such as the July […]

Of the 612,000 public road bridges in the United States, about 59,000 (10%) were classified as structurally deficient in 2015, and another 84,000 (14%) were classified as functionally obsolete. These figures — along with events such as the July 20, 2015, washout of the Interstate – 10 Bridge near Desert Center, CA, and the partial closure of the Arlington Memorial Bridge, which connects Washington, DC, to Northern Virginia — have led to claims that the United States is experiencing a crisis with respect to deficient bridges. Federal data do not substantiate this assertion. The numbers of bridges classified as structurally deficient or functionally obsolete have fallen consistently since at least 2000, and the proportion of all highway bridges falling into one or the other category is the lowest in decades.

The vast majority of structurally deficient bridges, roughly four out of five, are in rural areas. These bridges tend to be small and relatively lightly traveled. Structurally deficient bridges in urban areas, while far fewer, are generally much larger and, therefore, more expensive to fix: 55% of the deck area of structurally deficient bridges is on urban bridges. Bridges on roads carrying heavy traffic loads, particularly Interstate Highway bridges, are generally in better condition than those on more lightly traveled routes. Federal funding for bridge building, reconstruction, and repair is authorized in surface transportation acts.

The most recent authorization is the Fixing America’s Surface Transportation Act (FAST Act; P.L. 114-94), which was enacted on December 4, 2015. The FAST Act funds federal highway programs from FY2016 through FY2020 at a level about 2.4% above FY2015 levels, adjusted for expected inflation. The law did not authorize a program dedicated to highway bridges, but it made bridge projects broadly eligible for federal funding under the largest of the highway formula programs and eligible on a case-by-case basis under other programs. Bridges that are damaged by natural disasters or catastrophic events also may be eligible for Emergency Relief Program funds. ….

]]>38804Assessing Local Government Capacity for Implementing Sustainable Transportation: The Role of Political Culturehttp://www.afscmeinfocenter.org/blog/2016/04/assessing-local-government-capacity-for-implementing-sustainable-transportation-the-role-of-political-culture.htm
Wed, 20 Apr 2016 18:55:51 +0000http://www.afscmeinfocenter.org/?p=38758Source: Aiden Irish, International Journal of Public Administration, Published online: April 6, 2016 (subscription required) From the abstract: Transportation development increasingly relies on local governments to implement sustainable strategies, yet implementation success varies widely. This begs an important question, why are some cities successful and others not? In response, this study focuses on the political […]

From the abstract:
Transportation development increasingly relies on local governments to implement sustainable strategies, yet implementation success varies widely. This begs an important question, why are some cities successful and others not? In response, this study focuses on the political culture characteristics of city leadership and staff pertaining to sustainable transportation. Employing semi-structured interviews with officials in two case study cities—Pomona and Pasadena, California—the study identifies and traces the impact of cultural characteristics on network interactions and the resulting transportation innovation. Finally, this research suggests key political and department characteristics that contribute to political cultures that facilitate sustainable transportation development.

]]>38758Why is the U.S. unwilling to pay for good public transportation?http://www.afscmeinfocenter.org/blog/2016/04/why-is-the-u-s-unwilling-to-pay-for-good-public-transportation.htm
Mon, 04 Apr 2016 18:33:24 +0000http://www.afscmeinfocenter.org/?p=38613Source: John Rennie Short, The Conversation, April 1, 2016 … The quality of a country’s infrastructure is directly linked to its competitiveness because it makes businesses more productive and improves the quality of life. Why has the U.S. let its public transit slip so far?…. At least four reasons can be cited for the decline […]

… The quality of a country’s infrastructure is directly linked to its competitiveness because it makes businesses more productive and improves the quality of life. Why has the U.S. let its public transit slip so far?….
At least four reasons can be cited for the decline in the quality of urban public transportation:
– The first is the early and continuing embrace of the private car as a form of urban transport. …. Over time, Republican-dominated suburbs came to see mass transit as a special Democratic interest and voted accordingly. ….
– Second, as cities were designed to meet the needs of the motorist, mass transit systems that had been owned by private companies were abandoned or effectively dismantled in the late 1940s and throughout the 1950s because they were losing money. ….
– The third reason is that all infrastructure ages and needs costly maintenance and continual improvement, yet funding is often constrained. ….
– Fourth, there is a deeper tension in the U.S., first noted by economist Kenneth Galbraith, between private affluence and public squalor. …. This thinking has made our cities less about shared experiences and more a place of different lives and separated spaces. ….

]]>38613Beyond North Carolina’s LGBT Battle: States’ War on Citieshttp://www.afscmeinfocenter.org/blog/2016/04/beyond-north-carolinas-lgbt-battle-states-war-on-cities.htm
Mon, 04 Apr 2016 18:27:06 +0000http://www.afscmeinfocenter.org/?p=38611Source: Alan Greenblatt, Governing, March 25, 2016 North Carolina’s fight over LGBT protections is part of a larger recent shift in political dynamics: States are thwarting local laws any chance they get — while simultaneously complaining about federal intrusion on their own. …. ….If a state official doesn’t like a city’s policy, there’s little penalty […]

North Carolina’s fight over LGBT protections is part of a larger recent shift in political dynamics: States are thwarting local laws any chance they get — while simultaneously complaining about federal intrusion on their own. ….

….If a state official doesn’t like a city’s policy, there’s little penalty involved in trying to block it. A tax on earnings may be an essential source of revenue for St. Louis, but voting to kill it allows a legislator from outstate to take an anti-tax stand essentially for free. It won’t in any way affect revenues or programs back home. The same pattern of state legislative indifference to urban desires holds true for spending decisions. Consider infrastructure. The percentage of urban roads that have “poor pavement quality” has increased more than 50 percent over the past decade, according to the Congressional Budget Office. When it comes to public transit — and light rail in particular — state officials have been abandoning projects pretty decisively in recent months…..
Related:Growing Southern cities are increasingly targets of state pre-emption
Source: Institute for Southern Studies, April 1, 2016

]]>38611Tech’s Invisible Workershttp://www.afscmeinfocenter.org/blog/2016/03/techs-invisible-workers.htm
Wed, 30 Mar 2016 20:34:21 +0000http://www.afscmeinfocenter.org/?p=38577Source: Silicon Valley Rising, March 2016 Low wage workers do their part to make Silicon Valley the most prosperous region in the world, yet they struggle every day to feed their families, pay their rent, and take care of themselves and their children when they are sick. Although the region’s top tech firms made a […]

Low wage workers do their part to make Silicon Valley the most prosperous region in the world, yet they struggle every day to feed their families, pay their rent, and take care of themselves and their children when they are sick.

Although the region’s top tech firms made a record $103 billion in profits in 2013, one in three Silicon Valley households do not make enough money to meet their most basic needs.

While their direct employees are often well compensated, high tech companies contract out most of their jobs to workers who are poorly paid and don’t receive basic benefits.

And in a stark diversity gap, blacks and Latinos make up the majority of these janitors, food service workers, maintenance workers, security guards, and shuttle bus drivers who help build and sustain the tech economy — yet comprise just 3-4% of the core tech workforce.

Highlights:
• 85% of drivers adhered to the activPAL protocol and provided sufficient data.
• Bus drivers spent 83% of their time at work and 68% outside of work sitting.
• Only 5% and 8% of the wear time on workdays and non-workdays was spent stepping.
• BMI, fat %, waist circumference and blood pressure were classified as unhealthy.
• Bus drivers are a priority group, health research and interventions are needed.

Abstract:
This cross-sectional pilot study objectively measured sedentary and non-sedentary time in a sample of bus drivers from the East Midlands, United Kingdom. Participants wore an activPAL3 inclinometer for 7 days and completed a daily diary. Driver’s blood pressure, heart rate, waist circumference and body composition were measured objectively at the outset. The proportions of time spent sedentary and non-sedentary were calculated during waking hours on workdays and non-workdays and during working-hours and non-working-hours on workdays. 28 (85% of those enrolled into the study) provided valid objective monitoring data (89.3% male, [median ± IQR] age: 45.2 ± 12.8 years, BMI 28.1 ± 5.8 kg/m2). A greater proportion of time was spent sitting on workdays than non-workdays (75% [724 ± 112 min/day] vs. 62% [528 ± 151 min/day]; p < 0.001), and during working-hours than non-working-hours (83% [417 ± 88 min/day] vs. 68% [307 ± 64 min/day]; p < 0.001) on workdays. Drivers spent less than 3% of their overall time stepping. Bus drivers accumulate high levels of sitting time during working-hours and outside working-hours. Interventions are urgently needed in this at-risk group, which should focus on reducing sitting and increasing movement during breaks and increasing physical activity during leisure time to improve cardiovascular health.

]]>38407Uber and Lyft Drivers Work Dangerous Jobs—But They’re on Their Ownhttp://www.afscmeinfocenter.org/blog/2016/03/uber-and-lyft-drivers-work-dangerous-jobs-but-theyre-on-their-own.htm
Thu, 10 Mar 2016 16:54:17 +0000http://www.afscmeinfocenter.org/?p=38336Source: Molly McHugh, Wired, March 10, 2016 ….Just how great a risk drivers face is difficult to quantify. Because the ridesharing industry is so new, and laws regulating it so patchwork, official figures are tough to come by, and the big companies don’t share specifics about incidents their drivers report. Still, online forums for drivers brim […]

….Just how great a risk drivers face is difficult to quantify. Because the ridesharing industry is so new, and laws regulating it so patchwork, official figures are tough to come by, and the big companies don’t share specifics about incidents their drivers report. Still, online forums for drivers brim with descriptions of attacks on drivers by passengers, both verbal and physical, such as a driver posted a video of being spit on and punched. You might think ridesharing companies would be doing everything they can to ensure driver safety. But it turns out what they can do is limited by the kind of businesses they are. Because drivers operate as independent contractors instead of employees, the companies can’t offer true safety training. Under federal law, training is a signifier that someone is an employee, and both Uber and Lyft have fought bitterly against re-classifying drivers as employees. By the very nature of how on-demand businesses operate today, drivers in many ways have to go it alone…..

….The Alabama road is an extreme example of a common problem: Transportation projects often are completed years or even decades late. The reasons range from environmental lawsuits and bureaucratic wrangling to recalcitrant property owners and combative utility companies. Some states, recognizing the economic and environmental costs of such delays, are starting to use financial incentives, heightened public scrutiny and “design-build” strategies to increase the likelihood that projects will come in on time and on budget…..

]]>38212This is the script Uber is using to make anti-union phone calls to drivers in Seattlehttp://www.afscmeinfocenter.org/blog/2016/02/this-is-the-script-uber-is-using-to-make-anti-union-phone-calls-to-drivers-in-seattle.htm
Mon, 22 Feb 2016 18:59:46 +0000http://www.afscmeinfocenter.org/?p=38162Source: Alison Griswold, Quartz, February 22, 2016 Over the weekend, we reported on Uber’s stealthy new effort to dissuade drivers in Seattle from unionizing: It’s directing its US customer service representatives to call thousands of drivers for a satisfaction survey, and then having them deliver a spiel against organizing. Now you can read the script […]

Over the weekend, we reported on Uber’s stealthy new effort to dissuade drivers in Seattle from unionizing: It’s directing its US customer service representatives to call thousands of drivers for a satisfaction survey, and then having them deliver a spiel against organizing. Now you can read the script these reps are following….

…..Uber Rep: Just a couple final questions. Are you familiar with a new law passed recently by the Seattle City Council that would allow ride-sharing and taxi drivers to form unions and collectively bargain?

[If no] Would you be interested in learning more about it?

[If no] terminate.

[If yes] Let me share some thoughts on the ordinance. The Seattle City Council did vote to allow ride-sharing and taxi drivers to form unions and collectively bargain. However, ride-sharing, like Uber, is a case where collective bargaining and unionization do not fit the characteristics of how most partners use the Uber platform. Collective bargaining usually takes place in situations with a workforce of individuals who have a boss, work scheduled hours, usually full-time, and intend to make that job a career. That’s not how most Uber drivers use the platform. No two Uber partners are the same: 69% of Uber drivers have full- or part-time work outside of Uber, and 11% are students. Over half who drive in Seattle drive under 10 hours per week. This is simply a case where collective bargaining and unionization do not fit the characteristics of the work.

….Cheap gasoline raises the perennial question over how the U.S. funds its transportation infrastructure – a key rationale behind Obama’s proposed oil tax. And it makes electric vehicles (EVs) and biofuels less competitive on price, hindering U.S. efforts to reduce greenhouse gas emissions and oil consumption.

Can the U.S. continue to fund upkeep of its infrastructure and reduce emissions from transportation?….

]]>38093Approaches to Making Federal Highway Spending More Productivehttp://www.afscmeinfocenter.org/blog/2016/02/approaches-to-making-federal-highway-spending-more-productive.htm
Fri, 12 Feb 2016 20:25:37 +0000http://www.afscmeinfocenter.org/?p=38062Source: Congressional Budget Office, February 2016 From the summary: Federal spending on highways totaled $46 billion in 2014, mostly through formula grants to state and local governments. However, that spending does not correspond very well with how the roads are used. Historically, less than half of the funding has been tied directly to the amount […]

From the summary:
Federal spending on highways totaled $46 billion in 2014, mostly through formula grants to state and local governments. However, that spending does not correspond very well with how the roads are used. Historically, less than half of the funding has been tied directly to the amount of travel on the roads. CBO examines three approaches lawmakers could consider to make highway spending more productive: charging drivers for their highway use, using benefit-cost analysis to allocate spending, and linking spending to performance.

]]>38062Federal Public Transportation Program: In Briefhttp://www.afscmeinfocenter.org/blog/2016/01/federal-public-transportation-program-in-brief.htm
Mon, 04 Jan 2016 18:22:03 +0000http://www.afscmeinfocenter.org/?p=37666Source: William J. Mallett, Congressional Research Service, CRS Report, R42706, December 28, 2015 Federal assistance to public transportation is provided primarily through the public transportation program administered by the Department of Transportation’s Federal Transit Administration (FTA). The federal public transportation program was authorized from FY2016 through FY2020 as part of the Fixing America’s Surface Transportation […]

Federal assistance to public transportation is provided primarily through the public transportation program administered by the Department of Transportation’s Federal Transit Administration (FTA). The federal public transportation program was authorized from FY2016 through FY2020 as part of the Fixing America’s Surface Transportation (FAST) Act (P.L. 114-94). This report provides an introduction to the program as authorized by the FAST Act. Major federal involvement in public transportation dates to the Urban Mass Transportation Act of 1964 (P.L. 88-365). Prior to the mid-1960s there was very little public funding of public transportation. With much lower ridership than existed at the end of World War II and mounting debts, however, many private transit companies were reorganized as public entities. Federal funding was initially used to recapitalize transit systems. Today, the focus of the federal program is still on the capital side, but the program has evolved to support operational expenses in some circumstances, as well as safety oversight, planning, and research…..

]]>37666On the Road to Nowhere: Uber drivers are getting creative in their fight for basic workplace rightshttp://www.afscmeinfocenter.org/blog/2015/12/on-the-road-to-nowhere-uber-drivers-are-getting-creative-in-their-fight-for-basic-workplace-rights.htm
Mon, 07 Dec 2015 16:23:34 +0000http://www.afscmeinfocenter.org/?p=37503Source: Steven Greenhouse, American Prospect, Winter 2016 ….Uber has also become the foremost symbol of the on-demand economy, with a super-convenient app that consumers love because it often gets them a car faster than it takes to find a taxi. The company sees and depicts itself as offering a cool, new, flexible employment model that […]

….Uber has also become the foremost symbol of the on-demand economy, with a super-convenient app that consumers love because it often gets them a car faster than it takes to find a taxi. The company sees and depicts itself as offering a cool, new, flexible employment model that is being copied by other companies, including Lyft, Handy (housecleaning), Caviar (food delivery), Postmates (on-demand delivery), Washio (dry cleaning), and Luxe (parking your car).

To many, however, Uber has become the foremost symbol of something else—something unlawful. Many labor advocates view Uber as the leading practitioner of illegal worker misclassification because it insists that its 400,000 U.S. drivers are independent contractors rather than employees. Uber says its drivers—it calls them “partners”—are their own bosses who have the flexibility to drive whatever hours they want and even drive for competitors like Lyft and Sidecar…..